US2939280A

US2939280A - Hydro-pneumatic fuel control for turbine power plants

Info

Publication number: US2939280A
Application number: US490257A
Authority: US
Inventors: Thomas P Farkas
Original assignee: United Aircraft Corp
Current assignee: Raytheon Technologies Corp
Priority date: 1955-02-24
Filing date: 1955-02-24
Publication date: 1960-06-07
Anticipated expiration: 1977-06-07
Also published as: CH365911A

Description

T. P. FARKAS June 7, 1960 HYDRO-PNEUMATIC FUEL CONTROL FOR TURBINE POWER PLANTS Filed Feb. 24, 1955 MM H I.III..I..II|I|III..HH.IIHHI.I.HH'IIIIIIHHHHHMII'HHJI.|III TK WN Qm M g? n x? w m I r i N 8% m m NE wQ w I R & mg) n by/ B g F l I l i 0 I ll n n w u n u E n u u u HYDRO-PNEUMATIC FUEL CONTROL FOR TURBINE POWER PLANTS I Thomas P. Farkas, Bloomfield, Conn., assignor to United Aircraft Corporation, East Hartford, Conn., a corporation of Delaware Filed Feb. 24, 1955, Ser. No. 490,257

3 Claims. (Cl. .6,039.28)

This invention relates to power plant controls and more specifically fuel controls for turbine type power plants. It is an object of this invention to provide a simple yet accurate fuel control which is composed of a minimum of parts.

It is a further object of this invention to provide a fuel control which is primarily pneumatic in operation insofar as regulation of the main fuel supply is concerned.

It is another object of this invention to provide a fuel control of the type described which utilizes the discharge pressure of the compressor as the primary regulating pressure and has this pressure signal modified as a function of the speed of the power plant and the inlet air temperature.

A still further object of this invention is to provide a fuel control particularly adapted to turbine power plants of the twin spool type or those having split turbines.

These and other objects of this invention will become readily apparent from the following detail description of the drawing which illustrates the fuel control in partial cross section and partially schematically along with the necessary environment.

Referring to the drawing a turbine jet engine is generally illustrated at 10. The engine or power plant is composed of a compressor, a combustion section and a turbine section. The compressor and turbine sections are formed in a twin spool arrangement and may be referred to as a split turbine arrangement. As shown, the low pressure compressor 12 is driven by the second stage turbine 14 and together form the first spool. The second stage or high pressure compressor 16 is operatively connected to the first stage turbine 18 and together form the second spool. The arrangement might readily be such that one element of a split turbine unit might drive a propeller or helicopter rotor while another element drives the compressor. This invention as hereinafter described is equally applicable to these other arrangements.

The fuel control of this invention primarily controls fuel flow in accordance with the speed of the second spool or, in other words, the speed of the compressor '16 and turbine 18. The speed of the second spool is obtained as a signal via the connection shown by the dotted line 22 which connection rotates the governor unit generally indicated at 24. The mode of operation of this governor unit will be described in detail hereinafter.

The fuel control also obtains a signal via the line 26 which signal is a function of compressor inlet temperatures This signal is fed to the temperature compensating unit generally indicated at 28. Before describing the operation of these controlling units it is best to describe first the fuel fiow regulating or hydraulic portion of the fuel control as distinct from the pneumatic portion.

Thus, as seen in the drawing, a fuel reservoir 32 is provided from which the fuel is drawn by a pump 34 which in turn pressurizes the fuel and forces it through 1 a filter element 36. The filter element is of the type ice . 2 such that should the flow be excessively restricted by clogging a build-up of pressure occurs and forces the element upwardly against the pressure of spring 38 so that the filter element 36 is bypassed. Fuel in any event flows to the line 40 whcreat it can pass to the inlet 42 of the throttle valve 44 and then to the outlet line 46 to the combustion section of the power plant 10.

As the fuel leaves the filter 36 its pressure acts on a relief valve 50 which is preset to bypass fuel to the line 52 and the pump inlet in the event that the fuel pressure begins to exceed a predetermined maximum.

A spring biased diaphragm 56 has each operative side thereof exposed to the pressure at the inlet and outlet sides of the throttle valve 44 by passages 58 and 60 respectively. -With the spring .62 set as desired, the diaphragm will actuate a bypass valve 66 so as to return fuel to the line 68 and the pump inlet when the pressure drop across the throttle valve begins to exceed a predetermined maximum. The capacity of the fuel system is such that the valve 66 and its actuating diaphragm 56 will maintain the pressure drop across the throttle valve constant, so that for any given position of the throttle valve there will be a predetermined known fuel flow. The upper stem of the throttle valve 44 is engageable with a spring 70 and an evacuating bellows 72. The chamber surrounding the bellows 72 is exposed to ambient pressure by the line 74 so that the throttle valve will be biased in accordance with the variations in .altitude. This altitude compensation is not necessarily in all systems and may or may not be present according t9 the needs of the specific engine.

As mentioned previously, the throttle valve 44 is primarily controlled .by the'speed responsive unit .24 and the temperature responsive unit 28. *Direct actuation ofthethrottle valve 44-is provided by the diaphragm .80 which on its upper side is exposed to ambient pressure by means .of the line 82 and on its lower side by compressor discharge pressure modified in a manner to be described. Compressor discharge pressure is supplied via a line 96 through an adjustable orifice 92 to the line 94 and then to the chamber 96 on the lower side of the diaphragm 80. For primary control the compressor discharge pressure in the line 94 is modified by the speed sensing unit 24. This unit comprises a Speeder spring 100 which is set by the pilots lever 102 via the cam 104 and the lever 106. The flyweight 108 responds to variations in speed of the second spool of the engine to thereby vary the amount of bleed past the orifice 1 10. This bleeding actionwill vary the value to which the compressor discharge pressure can rise under any given conditions. Therefore, the size of the orifice 110 provides a signal whose value is a function of speed error.

It should be emphasized that compressor discharge pressure (P is deliberately chosen as a servo pressure thereby automatically providing a system such that with variations in speed the fuel flow (W is meteredper unit compressor discharge pressure or as a function of A speed responsive valve 114 is also provided and acts to bleed a certain amount of air under pressure as a function of actual speed alone. Valve 114 can either open or close a bleed with increasing r.p.m. so that as rpm. increases more or less air is bled at first (out of line 94), so' as to decrease or increase the ratio of fuel flow to engine (compressor) pressure. As the set speed is approached valve 110 opens to bleed more air out of line 94 so as to reduce fuel flow.

In order to properly trim the fuel control or to have it more closely follow a desired operational curve the compressor inlet air temperature sensing unit 28 is prohand,when the speed compensating orifice 114 islnear the vided. As previously stated compressor inlet air passes via the line 26 to the chamber 130 surrounding a suitable fluid filled temperature. sensing bellows 132. The

bellows-.132 acts in opposition :to, the spr,ing 1 34 and ,ajctuates't'a'pair ofvalvejl36 and ,138.,, As1shown herein "the valve'136-is' in series with the speed responsive orificesf114. and ,110. On .the otherfhand the valve 138 is in'pa'rallel with 'thcjspeed responsive orifices 1 14 and 110.

that when the second spool is operating below its 9000 I r'.p.m. limit the first spool may tend to operate above its orificelll istfairlyowideopen the parallel orifice controlledbyyalve 138; has very little effect. Ongtheother Closed position thetemperaturecompensating orifice controlled by, valve, 7138, has a'comparatively large. effect.

i T'Ihe-use oi ajseries and a parallel orifice permitsthe use :ofwdifierent temperature compensating functions at high andlowrpmvj JIn summary, cempressorQdischarge pressure is fed from ftheline W90 through the ,adjustableor fixed orifice 92 and to'thel chamber 95 011 the bottom. of the diaphragm. 80. Primarily, fueljflow isadjusted as a function of thelevel of compressor discharge pressure. Thus compressor discharge, pressurejas a parameter provides aicontinuous sigin'al which isefiective over all ranges ofoperation. Under "steady.state control andnormal temperatures, the teml .perature responsive valve 136 has a large opening so as to i .presentno restrictionin the line thereby permitting either f va ves 1 r 11 t zdom t con r 7 T fl pp ty'pe bleed; valve 110 provides a speed error signal, when ,suqheaistsh rmcd ty t e co p s r .d ep e e- JDu'rihg'acceleration, the orifice l ltl will be in a'minimum V pen-P t n the p e on o 21 cal i for 'n axirr'tum'lju'eL'; T husthe full pressure level oi the corn:

Pr se discharge p s s n wa ts to o n the throttle valve 44 to a However, to avoid coma "pressor surge, it is necessary to inject maximum limiting parameters. In this case (acceleration) therinlet tempera.-

responsive. valvelfl'come into play. i e 1 6000 rpm. limit. In order to avoid excessive speed of the first spool one remedy would be to lower the maximum speed of the secondspool. However, under such a setting the engine would be deprived of producing its maximum potential thrust output.

For this purpose another speed sensing unit is generally indicated at 150;. This'u'nit senses the speed of the first spool via the line 1 5 2 and contains governor ,flyweights 154 which work a'gainsta pair of, springs 156 and 158. The flyweights '154' at high speeds physically lift, a valve 160 oif its seat so that air may be bled from the line 164 overboard via a ven't166I LTlie' lirie 164 isconnected to the compressor-discharge pressure line .94 of the main fuel control. It will thenbe' apparent that even though the main fuel control were calling for a greater fuel flow and a greater pressure in the line 94 the pressure therein ou d bere pe whe ev t e, e p fih ifi s p exceeded its'desired maximum. Thus', a topping control is also p rovided to limit the speed of the first spool.

As a result'of this invention it will'be' apparent that a simple hydropneumatic type of fuel control has been provided which isrugged yethighlyaccurate. Furthermore, the fuel control; is adaptable to both single spool andtwin spool type turbine power'plants with a minimum of modification. a f V 7 Although only oneremhodiment of this, invention has been illustrated and disclosedjherein it will be apparent V 1 without departingfrom theseope 'of'this n yereeace t.

' What it is desired by Letters Patent isf 1; In a pneumatic fuelcontrol for a turbine typepower plant having :a compressor, a combustion chamben and a f turbine for driving the compressor, a source of fuel under pressure, means for, regulating the flow of fuel frdmsaid At high speeds, the speed. compensating valve wide open, therefore, the series temperature responsive valve 135 will have. a relatively large effect in metering i whil'e'parailel valve 138'will havelittle efiect. At low speeds the speed compensating orifice is nearly closed and the series temperature responsive valve 136 has little has a;relatively. large efiect. By properly contouring each curves canbe obtained over a large range of speed. Thus,

both speed; and temperature signals are multiplied by the "compressor discharge signal for acceleration limiting. V 7 a Itshould be pointed out that for various types ofien- ,gines'it may not be necessary to utilize this, particular cfiect whiletheparallel'temperature responsive valve 135 "of the temperature and speed valves 13 6, 138and 1 14 M respectively, substantially any desiredmaximum limiting type ofltemperature compensating system since it may be '-poss ible tofproduce essentially, the same result withdif- I, 1

second spool i.e. the speed first turbine stage or the second a stage compressor section. Let us assume then tli'atfor structur'al or other limitations the main fuel control is set' 'so that the speed of the secondspool does notexceed for example 9000"1'l.p. m. In a power plant of this type the for maintaining 'constant'the pressure drop across said throttle valve, means for moving saidthrottle' valve including a servo device including a'movable wall connected directly to s'aid throttle 'valve and having an expansible control chamber, means 'for continuously conducting air from the discharge side of said compressor to said chamber to'move and position said wall including a restriction between said source and said chamoer, a first valve means actuated by means movable in 'res'ponserto the air tern perature at the compressor inlet for regulating air flow out of said chamber, means for setting a; desired speed, speed responsive means including, ajcentrifugalgovernoractuated second valve means movable in response to the difference between said setting and the speed of the power plant, 'sa'id second valve thereby being positioned in accordance with speed error'a nd further regulating the flow of ai'r'fi'ot'n" said chamber to'regulate' the pressure in said chamber, a third valve means for further regulating the flow of air lfi'o'msaid chamber 'andactu'ated by centrif ugal governor means movable accordance with the actualspeed of the power plant, said first valve means having two orifices in parallel, one of said orifices being disposed in series with saidsecondand thirdivalves and the other of said orifices bleeding to atmosphere, said orifices having the control areas thereof simultaneously varied inversely with the motion of'its respective movable means, saidthird valve being'connected in parallel with 'said second valve, said valves being arranged so that dursn'uctural or operational limitation for the first spool compressor 'may be such that'its speed should not exceed 7 "6000 rpm. When' the niain fuel control thenis' set so as t'o prevent the second spool from esceeding' 9000 rpm, it would be reasonableto expeot that the speed of the first spool would normally not exceed its I6000 r .p.m. limit. 3 149d?! ss iteia ihssq d fi ns itis ss bl ing steady state said'first valve means presents asubfeet on the pressure in said chamber;

2. In a fuel control according'to claim 1 wherein the power plant includes two independently rotatable turbines and said speed responsive means responds to thespeed of one of said turbines, said speed responsive means including a fourth valve having a member moved by means movable in accordance with speed of the other turbine to further bleed air from said chamber to limit the speed of the power plant to a predetermined safe maximum.

3. In a fuel control according to claim 1 including a bellows having a second wall movable in response to changes in altitude for opposing the motion of said firstmentioned movable wall.

References Cited in the file of this patent UNITED STATES PATENTS 2,187,120 Gosslau et a1 Jan. 16, 1940 6 Jung Oct. 29, 1940 Dodson Feb. 25, 1941 Jung Dec. 29, 1942 Ifield Apr. 4, 1950 Ray July 15, 1952 Hooker Mar. 3, 1953 Lee Feb. 2, 1954 Prentiss Oct. 12, 1954 Williams et al Mar. 29, 1955 Chandler et al. Oct. 18, 1955 Lombard Mar. 19, 1957 Torell Sept. 24, 1957